Rail-joint.



S.- MARTENKA.

RAIL JOI'NT.

APPLICATION FILED FEB. 23, 1918.

1,267,096. Paten ted May 21, 1918.

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STEVE MARTENKA, OF STEVENS POINT, WISCONSIN.

RAIL-JOINT.

Specification of Letters Patent.

Patented May 21, 1918.

Application filed February 23, 1918. Serial No. 218,806.

To all whom it may concern:

Be it known that I, Srnvn MARTENKA, a citizen of the United States, residing at Stevens Point, in the county of Portage and State of Wisconsin,'have invented certain new and useful Improvements in Rail- Joints, of which the following is a specification, reference being had to the accompany ing drawings.

This invention relates to rail joints, and has for its primary object to provide improved means for connecting the ends of the abutting rails to hold the same against relative vertical movement, whereby the use of bolts and analogous fastening devices may be dispensed with.

It is a more particular object of my invention to provide a device of the above character embodying rail Webs one of which is grooved or channeled to receive the other key insertible longitudinally between the latter web and one wall of the channeled web and frictionally coacting therewith to securely hold or look the webs against relative longitudinal movement.

It is another object of my invention to provide a locking key for the rail ends which is so constructed to coact with the rail webs that it will retain its effective locking position notwithstanding excessive jar or vibra tion of'the rails, but which at the same time may be readily displaced and removed when it isnecessary to disconnect the rail ends.

With the above and other objects in view the invention consists in the improved combination, construction and relative arrangement of the several parts as will be hereinafter more fully described, subsequently claimed and illustrated in the accompanying drawings, in which similar reference characters designate corresponding parts throughout the several views and wherein,

Figure 1 is a side'elevatio'n illustrating the preferred embodiment ofmy improved rail joint;

Fig. 2 is a section taken on the line 22 of Fig. l;

Fig. 3 1s 'a transverse section taken on the line 33 of Fig. 2;

Fig. 4 is a detail vertical section; and

Fig. 5 is a detail perspective view 'of the locking key.

Referring in detail to the drawlng, 5 and 6 respectively lndicate the two rail sections. The head of the rail section 5 terminates in v spaced relation to one end of the rail web to provide a longitudinal extension of the rail web as indicated at 7. The base flanges 8 of this rail section also extend beyond the end of the rail head, but the end of the web extension 7 projects some distance beyond the ends of said base flanges, as shown at 9 for a purpose to be presently stated.

The web extension 7 is provided in one of its side faces with a longitudinally extending channel or groove 10. At each end of this channel, a shoulder 11 and 12 respectively extends across the same, and the face of the web at each end of the channel slopes or inclines inwardly to said shoulders, as indicated at 13 and 1 1 respectively.

The other rail section 6 has its head and web portion extending longitudinally beond the base flanges 15 of said rail section and the extended Web. 16 is formed with a longitudinal kerf or channel 17 to receive the web extension 7, of the rail section 5. This channel 17 extends inwardly for a slight distance beyond the ends of the base flanges 15 of the rail section 6, thereby providing a seat indicated at 18 for the projecting end 9 of the web 7.

The inner face of one of the side walls of the channel 17 is provided with a longitudinally extending groove 19 which communicates at its inner end with one end of a longitudinal opening 20 formed in said wall. An obliquely inclined surface 21 extends inwardly from the outer side face of the web to the opposite side of this opening.

The locking key, designated generally by the numeral 22 is in the form of a rectangular metal bar which is provided upon one side face and in spaced relation to one of its ends with a shoulder 23. On the opposite side face of the key bar and nearer to the said end thereof a second shoulder 2 1 is formed. The latter face of the key bar at its opposite end is slightly rounded or convex, as shown at 25.

In assembling the parts, the rail 5 is first arranged in place upon the ties and may be spiked thereto in the usual manner. The rail section 6 is then disposed in longitudinal alinement with the rail 5 and forced longitudinally toward the end of the latter rail section, the web extension 7 being received in the kerf or channel 17 until the projecting end 9 of the web 7 is engaged within the seat 18. After tightly engaging the rail ends to gether, the key 22 is inserted by first engaging the convex end 25 thereof upon the inclined surface 21 and forcing said key longitudinally through the opening 20 and into the grooves 19 and 10 in the opposed faces of the rail Webs 7 and 16. It Will be noted that the shoulder 11 at one end of the groove 10 is disposed in spaced relation to one end of the opening 20. The key bar 22 is finally forced into engagement at its-convex end 25 with the inclined surface 14 at one end of the groove 10 so as to urge said end of the key bar outwardly and into tight frictional engagement with the wall of the groove 19 in the Web 16. The shoulder 24 on the opposite end of the key finally engages over the shoulder 11 on the Web extension 16 while the shoulder 23 on the key bar abuts against the end edge of the opening 20. Thus the key will be positively held against any possibility of reverse longitudinal movement so that it cannot Work out through the opening 20. In this manner, the abutting ends of the rail sections are securely held or locked together against any possibility of vertical or longitudinal movement. The abutting ends of the rail heads are always in alineinent and present a smooth tread surface for the wheels, since the rails are not only held to gether against relative vertical movement by the key bar, but the end'9 of the Web 7 also has a bearing on the base of the other rail section. Thus noise incident to the contact of the Wheels with the upwardly projecting end of a rail head at the joint, is obviated and the rails will be retained in alinement, even though the key bar is removed.

When it is desired to disconnect the rail ends, a bar or other suitable implement is inserted under the end of the bar which projects within the opening 20 and said end of the key bar is forced outwardly to disengage the shoulder 24 on the key from the shoulder 11. There is suflicient space be tween the end of the key bar and the beveled or inclined surface 21 to permit of the insertion of a convenient tool. The key is then driven longitudinally by hammering against the opposite end thereof which projects beyond the end of the rail Web 16, thereby forcing said key out through the opening 20;

After the key has thus been removed, the rails can be readily pulled apart longitudinally and thereby disconnected.

From the foregoing description taken in connection With the accompanying drawings, the construction, manner of operation and several advantages of the invention will be clearly and fully understood. My'improved rail joint is very simple in its construction, and the rail sections can be securely connected together in a very eXpeditious manner and with comparatively little manual labor. By eliminating the use of all bolts and similar fastening devices the possibility of loosening of. the rails at the joint and their relative movement or vibration the preferred construction and arrangement of the several parts, it is to be understood that the device is susceptible of considerable modifications therein andI therefore reserve the privileges of adopting all such legitimate changes as may be fairly embodied within the spirit and scope of. the invention as claimed.

Having thus fully described my invention, What I desire to claim and secure by Letters Patent is 1 1. In a rail joint, abutting rail sections having longitudinally interfitting webs, and a key bar adapted to be driven longitudinally between the opposed side'faces of the rail webs, one of the'rail Webs having a shoulder formed thereon, and said key being provided With a shoulder to coact with the shoulder on said web to prevent the reverse longitudinal movement of the key.

2. In a rail joint, abutting rail sections having longitudinally interfitting webs, the

rail Webs upon their opposed side faces being each provided with a groove, and akey bar adapted to be driven longitudinally-between the opposed faces of the rail webs and frictionally engaging in said grooves to lock the rail. sections together against relative vertical or longitudinal movement.

3. In a rail joint, abutting rail sections having longitudinally interfitting Webs, the rail webs upon their opposed side faces being each providediwith agroove, and a key bar adapted to be driven longitudinallybetween the opposed faces of the rail webs and frictionally engaging in said-grooves to lock the rail sections together against relative vertical movement, one of said rail Webs being provided With a shoulder'at one end of the groove, and said key: bar having a slniulder to coact with the-shoulder on said We 'L'In a rail joint, abutting rail sections having male and female web portions for interfitting engagement, the female Web of one rail section being provided With an opening in one of its Walls and a longitudinal groove in its inner face eXtendingI-from one end of said opening, thev male Web of the other rail section being provided with a longitudinal groove in its opposed face, and a key bar adapted to be driven longitudinally through said opening and frictionally engage in said grooves.

In a rail joint, abutting rail sections having male and female web portions for inter-fitting engagement, the female' web of. one rail section being provided with an opening in one of its Walls and a longitudinal groove in its inner face extending from one end of said opening, the male web of the other rail section being provided with a longitudinal groove in its opposed face, and a key bar adapted to be driven longitudinally through said opening and frictionally engaged in said grooves, said male web being provided with a shoulder at one end of the groove therein and the key bar having a shoulder to coact with the shoulder on said web whereby the key is retained in its effective position.

6. In a rail joint, abutting rail sections having male and female Web portions for interfitting engagement, the female web of one rail section being provided with an opening in one of its walls and a longitudinal groove in its inner face extending from one end of said opening, the male Web of the other rail section being provided with a Copies of this patent longitudinal groove in its opposed face, and a key bar adapted to be driven longitudinally through said opening and frictionally engaged in said grooves, said male web being provided with an obliquely inclined surface at one end of the groove therein against which one end of the key is adapted to ride whereby the key is forced into frictional engagement with the wall of the female web, and said male web being provided at theopposite end of the groove therein with a shoulder, said key also having a shoulder formed therein to coact with the shoulder on said web whereby the key is retained in its efiective position.

In testimony whereof I hereunto afiiX my signature in the presence of two witnesses.

STEVE MARTENKA. Witnesses:

Roy E. WEISS, CHAS. A. JOERNS.

may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G. 

